inside - the Vintage Volkswagen Club of America

VintageVoice
Volume 36 • Number 5
September/October 2011
T h e V i n t a g e Vo l k s w a g e n C l u b o f A m e r i c a N e w s l e t t e r • E s t a b l i s h e d 1 9 7 6
Volkswagen Event Approaches 20th Year, Page 14
INSIDE:
2
Director’s Forum
4
Volkswoman
6
Volkswagen Beetle in 1993
8
Bill’s Bugs
12
Making History: Circumnavigating the Globe
14
Volkswagen Event Approaches 20th Year
17Having Fun Building Volkswagen Models and
Restoring VW Die Cast Cars
20
Notes to the Corner Office
22
The Historian’s Corner: Ferdinand Piëch
25
Bad Camberg 2011
26
The Volkswagen Library
PRSRT STD
U.S. POSTAGE
PAID
PERMIT No. 901
Waterloo, IA
I
f my wife and I are really lucky, we’ll average one
or two visits per year from our daughter, he husband
and the three grandchildren who live in Rockwood,
Tennessee. I have to admit that it’s always a great time for
us when the make the trip back to Iowa for a family visit.
And as they get older, those visits are becoming more and
more previous.
The twins; Graycen and Landen have just turned 2 years
of age while their elder bother Reece is just turning the
corner on becoming a four year old. Naturally, at their
age the twin’s vocabulary is very limited while the eldest
is at that stage of his life where he throws questions at
you faster than you can answer them. And regardless of
their ages, they’ve suddenly found interest in grandpa’s
glass VW showcase. No need for concern yet because this
display case is kept under lock and key. Nonetheless, there
is always an attempt by any one of them to try and figure
out a way of gaining entry to the treasures within.
Thanks to DVD technology and Walt Disney, all three
boys refer to my models as “Herby” or the “The Love
Bug”. On occasion you’ll hear one of them utter the word
“Beetle” as they point at one of the models in fascination.
And all because they’d love to play with them verses
admiring them for what they stand for.
On the last evening of their stay, I decided to it was time
for our grandson to experience a ride around the block in
a real Volkswagen. His head was filled with curiosity as
I slowly raised the garage door to reveal our 1958 Ragtop
Beetle. His eyes became the size of coffee cup saucers as
he slowly approached the car. I opened the passenger door
and set him up in the seat. While fastening his seat belt he
carefully surveyed every inch, every detail of the car.
Walking to the other side of the car, I slowly opened the
driver’s door and slipped in behind the wheel. He giggled
with excitement as I touched down on the horn button,
letting it echo it’s infamous “beep, beep” throughout the
garage. Reaching over towards the dash, I slowly turned
the key and started the engine. He could feel the car
VVWCA
2
September/October 2011
vibrate as I placed it in gear and backed out of the garage.
“Where shall we go”, I asked. With a big smile on his
face he simply replied with a chuckle “everywhere.” As
we headed down the street he asked how old the car was.
“Around 54 years old”, I responded. A huge smile broke
out across his face as he said, “geez grandpa, that’s older
than my mommy.” Yes, that was very true.
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He was filled with questions as we drove across town.
“What’s that thing you keep moving?” “It’s a gear shift”
I responded. “It helps me drive the car faster or slower.”
“What are those two things by the radio grandpa?”
“Well, one turns on the headlights and the other is for the
windshield wiper.” My answers seemed to quiet him for a
moment, but nonetheless … I could see the wheels turning
in his mind as he continued to survey the car.
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We drove around for another 20 or thirty minutes before
returning to the house. He was filled with wonder as I’d shift
from one gear to another and he’d giggle every time I’d hit
a bump in the road. He was fascinated when I turned on the
lights and was in awe with the single speed of the windshield
wiper. As rain drops hit the car with greater force, he turned
to me and said “it sounds like someone is throwing rocks at
us grandpa.” Yes, it certainly did … I’d thought to myself.
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As we approached the house, I felt a smile break out across
my face. I’d exposed our grandson to a piece of history
that he may not have ever experienced. He’s growing up in
an era of automotive wonder where windows are control
electronically and where you can immerse yourself in the
rich tones of one’s Bose stereo system. Seats are luxurious
and the instrument panel sometimes resembles a working
computer system in progress. But today, I was able to treat
him to a special piece of my world. I was reminded today
that it is for this reason alone that I cherish, embrace and
work to preserve this hobby. As our grandson grows older,
I pray that he too will fall in love with his own Volkswagen
Beetle. That he too will develop too will grow as fond of his
Beetle as I have mine.
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As we turned into the driveway and entered the garage, I
turned to him and asked … “so, what how was the ride?”
A big smile broke across his face as he said, “I’ve loved
it grandpa.”
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funds only) to:
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My day was complete. As we opened the doors and began
to slide out of the seats, he turned and pointed to the glove
compartment. “What’s in there” he’d asked. To satisfy his
curiosity, I reached forward and opened the door. He sat there
for a moment and quietly asked, “Where does the dvd go?”
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3
September/October 2011
Living in the Past
M
y 50th article for AllAirCooled started out being a
discussion of which are better: old cars or new
cars? I’ve been told - more than once - that I live
in the past. This comment is really hilarious to a vintage car
lover, because what would we admire if we didn’t live in the
past? I used to think this was some sort of subtle insult or
something. Not any more! To me, it’s nearly a compliment.
Let me explain: The latest episode of this came not too long
ago, when I was griping to a friend that my cassette tape
deck in my Beetle, Bogie, had quit working. My stereo is
not an expensive unit - you have to make major
modifications to a Bug dash in order to get the really good
stuff to fit in there - but it worked for a long while very well,
and sounded really nice. Until the CD craze hit.
equalizer I have installed in the glove box. So, do I buy a
new one or not? My friend made it plain that he thinks I’m
“stuck” in the past because I actually ENJOY my cassettes.
Another asked where I stashed all my “8-tracks and player”. HAHAHAHA, see me laugh.
I have always thought that new stuff was fun. But that
doesn’t necessarily mean its any good. That also doesn’t mean
its any better than the old stuff I have already. CD players skip
when you go over bumps. I do know that CD’s have much
better quality sound than cassettes - but one ride in Bogie (or
any air-cooled VW, in my not-so-humble opinion) and you’ll
see why the glories of CD sound would be totally wasted. Who can hear John Lennon blowing his nose in the
background during Paul McCartney’s solo above the whirr and
whine of a mighty 1600cc, air-cooled engine?? And who
wants to? I mean, get REAL. If you turn it up loud enough
you can hear anything, you say?? Yeah, probably, but bleeding
eardrums get pretty annoying when you’re trying to drive. If
CD’s are so great, why would I have to turn it way up to
appreciate it? See, it makes no sense.
The CD craze meant that my cassette player was now
obsolete, according to my friend. I asked (semi-jokingly) if
there was a “multiple cassette player” I could install in the
trunk (provided that the installers could actually locate my
trunk in this car) of my Bug, some device that would hold 10
cassettes and play them in order, like the remotely mounted
CD players do. My pal laughed and snorted “2011 calling
Lois! 2011 calling Lois” He contemptuously informed me
that there was no such animal and I might as well submit to
the inevitable. The inevitable WHAT? Following each and
every new technological wonder like some yuppie
lemming?? No thanks. I wanna know WHY there isn’t such
an animal. I bet I could make a lot of money developing
something like that, but I won’t now because some quickthinking, VW Club of America entrepreneur will read this
and do it instead.
I ran into this “Newer is Better” phenomenon a while ago
when a friend of mine (not the same CD-crazed friend but
still a lover of New Things) bought a new BMW. She raced
over to our house in the early morning to show it off, and
insisted on taking me (still in my bathrobe) for a spin. “Isn’t
this GREAT?” she crowed. “Don’t you just LOVE it?” she
asked. Yes, her new car WAS nice, but where was that
familiar older-car, VW smell? Her new car’s interior was
beige leather and smelled deliciously of brand new shoes, but
the odd, ”VW-only” horsehair-vinyl-and-dusty floor mat
smell was missing. That VW smell is comforting. My
Beetle is like a comfy old shoe - I can put it on, it smells the
same, it drives the same, and it does the same things it did
200,000 miles ago, only I like it more now. Sure, my Beetle
behaves like a comfy old shoe, but it doesn’t smell like a new
shoe. Her car smells like the new shoe, but it sure doesn’t
behave like a familiar, comforting presence.
My poor stereo has now seen much better days - the tuner
works but the indicator does not so you never know what
station you’re on. The little groovy green light that
illuminated the face burned out quite a while ago. The AM/
FM works fine but in addition to never knowing what station
you’re on, you cant see the numbers on the face at night
because of that burned-out light, a fact that doesn’t bother me
much because the aforementioned indicator doesn’t move. The cassette player quit last summer. The only thing that
keeps it going are the two speakers in back and the graphic
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Maybe it’s me. Maybe I just expect too much and tend to be
disappointed when things don’t deliver the way I think they
4
September/October 2011
should. New cars have a lot to live up to - they are supposed
to be better in every way than the model that came before
them. If they are a totally new model, they must create the
image that future models will live up to. One exception to
this is the New Beetle, who had the extraordinary task of
trying to follow in the footsteps of the most popular car of all
time. The New Beetle has successfully carved out its own
niche in the Cute Car Category and seems to be doing well in
spite of the fact that all of us Real Beetle owners first scoffed
at it when the Concept One idea was suggested. I have no
deep longing for a New Beetle (or a new, New Beetle) of my
own, a fact that my “New Is Better” friends find puzzling. I’m sure they can’t understand the reasons why I’d choose to
drive a Real Beetle when I could afford a New Beetle. I will
grant them one fact: New Beetles do offer things that Real
Beetles can’t match. Airbags, anti-lock brakes and a cuttingedge techno look are just a few. But preferring to drive a
30-year-old car is not what I would call “living in the past”. I call it being content and satisfied with what I have, happy in
the knowledge that I know that car inside and out and would
drive it anywhere. That kind of familiarity only comes with
time, and the New Is Better crowd doesn’t keep anything
long enough to get to that point. amused. Nearly all my vintage VWs have the extremely rare
(but for some odd reason, familiar) Magic Key Feature. After a while (say maybe 20 years or so) all my VWs
developed the ability to release the ignition key while the
engine was running. I found this out quite by accident, when
I pulled up in the driveway, pulled the key out of the ignition
and got out. I was halfway to the front door before I realized
I hadn’t turned the ignition OFF, before removing the key! The shop says its worn cylinders or tumblers in the switch, I
say it’s the Wolfsburg Edition Magic Key option. Newer
cars don’t have to deal with things such as hidden features
like this, because they haven’t been on the road long enough
to develop any.
Right after I bought my GTi, I fell into this Faulty Logic
Thinking and began blaming the car when my Golf started
needing a few things repaired. I blame this on living with a
new car fanatic for many years. As always, my own logic is
again flawless, but more on that in a bit. After buying my
“new” GTi, it began doing strange things. AGE-related
things. Things that only happen to older cars presently in (as
a friend told me) a “wear cycle” of repairs. I was assured
that my GTi would drive happily out the other end of this
“wear cycle”, my wallet a bit lighter but neither of us the
worse for wear. But, using my strictly Vintage-Only
thinking, all I could think of was how could this be
happening to my “new” GTi? The car was only a few years
old! How can things like MAF sensors and radiators and air
conditioning and expansion tanks need replacing now? The
car’s nearly new! What I hadn’t taken into account were the
79,000 miles BEHIND this car I’d just adopted, miles that I
hadn’t driven with it so therefore had no knowledge of. My
poor little GTi was CRYING OUT for my attention and
understanding (not having had the benefit of my tender
loving care prior to this) and here I was blaming HIM for the
breakdown! I hang my head in shame, and stand corrected.
If you own any car older than a year or two, you’ll probably
understand what I’m talking about here. There are distinct
differences between new and old cars, and I don’t mean just
style, price, and warranty information. I’m talking
PERCEPTION. For instance, when our Saab got old enough
to need age-related work, Rob growled “I’m not spending
another DIME on that thing. I’m done. YOU pay for it”.
That’s the way he thinks when it comes to “old” cars - and
how OUR Saab became MY Saab. But me? I don’t care. To me the older a car gets, the more interesting it becomes. But another peculiar phenomenon takes place: when a car
gets old, it needs more TLC, more understanding. And that
usually translates into more money. When my oldies break, I
cluck and fuss over them, thinking “OH DEAR! YOU
POOR OLD THING! Don’t you worry, well have you fixed
up good as new before you can say OIL CHANGE!” When
new cars break, its nothing but a headache: “How can the
alternator be shot?? This thing is only 2 years old!!!”
Part of the reason I bought this car was the fact that everyone
I consulted for advice assured me that these cars were
“practically bulletproof.” Others told me tales of having
150,000 miles on their Golf or Jetta, and never having had
the head off for anything. Sounded good to me! But, just as
one head does not a human make, one head is not the sum
total of a GTi. In fact, I am finding that this car has more
moving (and non-moving but necessary) parts than the Space
Shuttle. Describing all of them I’ve had the dubious
privilege to meet personally would fill another column. But
dealing with the various little annoyances that have surfaced
since I bought him has taught me a valuable lesson: cars
don’t stay new forever, and nine years, while not old, is
definitely not new. In the end it all boils down to whether or
not you feel your older pal is worth fixing. If “New Is
Better” is your thing, then you most likely will move on to
another new car rather than spend a lot to fix the old one. That’s just fine with us Old Car People because it greatly
enhances the Old Car Pool from which we love to buy our
NEXT baby!
When older cars break, Rob rolls his eyes and moans
“AGAIN? I just fixed that 400,000 miles ago. Cheap
garbage.....” When his new cars have broken down, he’d
shrug, look perplexed, and then phone our mechanic. Even if
the necessary repair could cost him big bucks, he doesn’t
begrudge the new vehicle the repair! What is wrong with
this picture? It seems a case of clouded reason to me. If he
reasoned like I do (the right way) he’d see that cars aren’t
just rolling statuary: they are machines (forgive me) with
moving parts that wear and conk out. It all makes perfect
sense to me, but to Rob any breakdown is an annoyance,
especially if it happens 100,000 miles and 10 years after the
last one. He doesn’t give the poor thing any credit at all for
all those reliable miles traveled. MEN. Go figure.
Old cars have personality and odd quirks. I personally find
the quirks part of their charm, but others might not be so
VVWCA
5
September/October 2011
Volkswagen Beetle in
Beetle Sales Reached its Highest Volume Ever in Mexico.
Beetle Production Starts Up Again in Brazil
1993
T
he Beetle in Mexico. 1993 model Beetles were
produced from October 1992 to September 1993. After
producing Volkswagen Beetles in México for the last
29 year, 1993 became the best year ever for Beetle sales in
Mexico with 98 236 sold. That was on top of producing and
selling an astonishing 86,613 Beetles the year before in 1992.
Average output reached 460 cars a day. New wider bumpers
with a larger black center tape were introduced making
the car more attractive. While early 1992 models engines
still used carburetors, eventually to control emissions, the
digifant fuel injection system in combination with a catalytic
converter and Lambda sensor were introduced during the
1992 model year. All of these changes continued in 1993 and
were made necessary because of the more stringent pollution
requirements in Mexico. It gave VWM another chance to call
its car a new model and it sported a 1600i on its rear lid. The
number 1600 stood for the size of the engine and the “i” for
injection. Also the 20 slot Brazilian chrome wheels were still
available as an option.
The Beetle in Brazil.
Seven years after Beetle production had ceased in 1986, on
the insistence of the president of Brazil and the offer of his
government to subsidize the reintroduction of the Beetle with
approximately 30 million dollars, Brazilian production of the
Beetle started up again in August of 1993. It was political
decision just as it had been two years before in Mexico.
The Volkswagen Beetle was part of the market basket that
measured the Brazilians inflation rate. A low priced Beetle
did lower the official inflation rate. Volkswagen do Brazil,
by now being part of Autolatina, after the merger with Ford
of Brazil, reinstalled a small assembly line with some of the
same workers who originally worked on building the Beetle
years before. After building 29 490 Beetles, production of
the Beetle ceased again and this time for the last time on
December 17. To build these Beetles, they had to use some
imported Mexican produced sheet metal parts, since Brazil
had discarded most of its original stamping dies. However
the smaller windows for the doors and rear quarters, typical
and distinctive for all Brazilian Beetles were still used. For
engines they did not have to go far, because by now Brazil
was the only producer of air cooled engines that were
exported to Mexico for their production of Beetles. Mexico
had no capacity to built air cooled engines after they had
been selected to produce all the water cooled engines for
the Golf and Jetta used world wide. All Brazilian Beetles
used the 1600 cc engine; however most of them modified
to burn alcohol made from sugar cane. A few cars were
built during October of 1993 for use with regular gasoline.
VVWCA
The government had insisted on using alcohol for fuel.
Unfortunately for that purpose portions of the Amazon
rainforest were cut down to grow sugar cane all in the name
of protecting the environment and to become independent of
foreign oil.
6
September/October 2011
A few changes were made to these 1993 Brazilian Beetles
which differentiated them from the last ones built 7 years
before. Now they all had bumpers painted the body color,
colored glass and wider tires. The gasoline powered cars
were forced to use a catalytic converter. The installation of
the converter behind the engine created a space problem
and the exhaust muffler had to be placed under the left rear
fender. A very interesting installation; unfortunately no
picture to show it is available.
distribution rights for its cars in Great Britain, which before
were handled by an independent distributor. Volkswagen had
previously taken over the distribution of its cars in France,
Italy and Spain. – The previous year Volkswagen sales in
the US had drastically declined to its lowest point mainly
because of the lack of cars to sell. VOA had counted on selling
Golfs and Jettas produced in Mexico to sell in the US. These
cars however did not measure up to the minimum standards
thought necessary. This delayed the arrival of Mexican
Volkswagen into the US. Finally, in 1993 some Mexican
build Golf and Jetta started to trickle in and sales improved.
– A tightening of the dealer network took place in the US,
as Volkswagen put it. What actually happened is that many
dealers jumped the ship or they added other brands of cars
for sale in their dealership just to survive. – Total Volkswagen
group sales in 1993 declined from the previous year by 48,102
units to 3,018 650.
Other Volkswagen News in 1993
After the Volkswagen Corporation had gotten into financial
trouble and was loosing money during the last few years,
mainly because of high production costs and confusing model
policy, Ferdinand Piech; Ferdinand Porsche’s grandson, was
appointed CEO of Volkswagen January 1st 1993 To get VW
out of its mess. - On the same day Volkswagen assumed the
My Favorite Ten
RESTORATION PARTS
Beetle
Karmann Ghia
Rabbits and Cabriolets
By Phil Weiner
www.mtmfg.com
The other day I was day dreaming and asking myself, how
many ways do I love my VW. Who in the world asks himself
or course himself such? Well I do. Of course VW people
only, know exactly what I’m talking about first. First: thing
I said … VW is the only car in the world in that when you
die … it will still be running. Second: Its’ shape drives you
crazy. Third: in the old one’s my favorite. Just turn the lever
and you’ve got another thirty to go. Fourth: Inside driving
even in the cold you feel comfortable & cozy. Fifth: The
dash is just simple. No big anything … just smart. Sixth:
Keep 30 pounds of air in all the times & 32 pounds in the
space. With normal maintenance they will last forever.
Seventh: Six volt is not a problem as long as you back it up
with a little maintenance. Eight: A little tip for those without
a right side mirror. Rather than looking cool with a same
mirror on the right side, do yourself a favor and stay safe
with an extended arm on the right side mirror. Trust me,
I’ve been there. Ninth: In your heart you just learn to love
your VW more and more. I know I do. Tenth: Tomorrow is
another day (to love your VW).
M & T Mfg. Co. 30 Hopkins Lane
S.Kingstown, RI 02879
Many parts of our own
manufacture.
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VVWCA
7
September/October 2011
Bill’s
Bugs
By Bill Saitta
wsaitta@earthlink.net
I bought my first Bug new in 1965. ($1695.OO?) I
was in graduate school and there was a late 1950s
Porsche convertible for about the same price at the
dealers. Beautiful!!!! Heck. I needed reliable wheels.
My 1958 English Ford Anglia was getting 50 miles
to a quart of oil. Blackwalls please. The dealer called
saying he had only white ones and it would be extra
money. I said-I will be back for the Ford. He found
Blackwalls.
Many miles later, we pulled a huge trailer to my job
in Texas. Bam. Engine kaput. We were in the middle
of Mississippi. No credit card. Little cash. “Where do
you work?” says the garage owner? Texas A&M. An
Aggie says he! He took our check.
April 1st 1969. I go out to get in my Bug for work.
“Very funny. April fool. WHERE IS MY CAR! !?”
The police found it months later.
Florida is next. Sand and rot. Replaced the floorboard
with aluminum many times. We could not put our feet
on the floor. By then I had several more air cooled
German cars. One was an oval window Bug with
rotten floor pans. My addiction was alive and well. I
bought a 1964 Porsche 356 and a 1966 Porsche 912.
Michigan was next. We had just started across the
humongous Mackinaw Bridge when a tire blew. It
started to come off the rim. My Higher Power was
with me. A lane was dosed at the very top. Jack and a
spare. The ocean going ships were TINY.
Virgin Islands next. The locals loved VWs and it
was stolen two times. Got it back once. The Bug had
about 250,000 miles on her. My baby was gone for
good.
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8
September/October 2011
Florida again. I had always
wanted a split-window. I do not
remember seeing one even in
1965 when I got my first Bug.
Darrell had one. “Is it for sale?”
“Hell NO!!!” This went on for
several years. He finally said-yes.
It was a mess!!!! Happiness.
Today I have a 20 HP 1923
Model T Touring, a 20 HP 1927
Model T Pickup, my 25 HP
Splitwindow, and my wife’s tired
Toyota. My Porsche 911 has just
been sold and is on its way back
to Germany. A man does not need
five cars. Only four. We drive one
of the antiques almost every day.
Judy has a new Honda.
The “4” on the 1953 Florida
license plate should be “4D” as
the “4” was for Pinellas County
and the “D” was for light cars.
VVWCA
9
September/October 2011
Making History:
Circumnavigating the Globe
By Janet and Ed Howle
O
Part 1: Crossing the U.S.
n April 12, Ed backed our 1967 VW Beetle out
of the garage for the first leg of World Race 2011
that would take us more than 14,500 miles across
three continents. We were headed for New York City and the
beginning of a driving adventure of a lifetime. Our itinerary
and preparations were described in a previous article (Meet Us
on the Road to Paris, Vintage Voice, Jan/Feb 2011). But now
our trip is over and we can describe what actually happened.
This event began as a road rally with three components. We
were assigned a time to cover a particular distance at the start
of each day. But since there was no penalty for early arrival,
most cars drove as fast as speed limits allowed so that if road
construction, weather or car problems interfered, the team had
time to spare. This turned out to be a test of the reliability of
the cars at high speeds more than anything else. The second
part was a list of questions that had to be answered each day.
We were allowed to use whatever resources we had and since
most everyone had fancy cell phones and laptops it became
a question of finding a source for information. We had our
own reliable “secret source” and completed these easily. The
third component was a “hide-and-seek-the-globe” at the end
of the rally day, which made drawing an early start time an
advantage. By the end of each day, most of us were so tired—or
had car maintenance or repairs to attend to—that this became
a competition among the few young guys in the group. These
competitive parts elements were dropped once we left the US.
Just imagine rummaging through a hotel lobby in China or
Russia looking for a hidden object! In the end, everyone agreed
with the slogan, “To finish is to win” and in keeping with this,
the final scores for the US part were never announced.
Leg 1: United States
We departed NY City along with eight other cars on April 14,
2011 in “Stewball”, our stock VW Beetle, the only VW in this
event and what would turn out to be the most reliable car. It is
VVWCA
10
September/October 2011
impossible to describe all the things that we saw and
experienced in a short article but if this piques your
interest, you can read details posted each day on our
blog: www.thelongroadtoparis.wordpress.com.
We know some of you followed our adventure
because you commented on the blog or we met
you on the road. In that Jan/Feb, 2011 article we
asked: “Looking for an activity for your VW club
this spring? We’d like to invite you to meet us at
any of our stops across the U.S.”—and you did. The
out-pouring of support we received from many of
you added a very personal layer to our trip. We met
members, and their cars, from Central and Western
NY, Michigan, Indiana, Colorado, Nevada, and
California. There are too many people to mention
everyone by name but their faces, interest and
enthusiasm is remembered in our blog and in our
photos. We will not forget any one of you.
There is one person that I must mention, Gary Bergman,
mechanic extraordinaire, from Frisco, Colorado. Gary met us
in Denver, adjusted our valves, rotated our tires, lubricated
the car, changed the oil, advanced the spark timing and leaned
the fuel mixture (we would climb to 11,000 feet the next day).
This was all in the parking lot of our hotel and then he treated
us to dinner with other VW enthusiasts from the area. Dinner,
at least, should have been on us, but he would not hear of it.
He even offered to put snow tires on the car and take them
back off after we crossed Vail Pass to Grand Junction. Had
we known about the blizzard we would encounter there, we
certainly would have taken him up on his offer. But this is the
kind of reception we got at so many of our stops.
One particular memory that stands out was our visit to the
National Automotive Museum in Reno, home to the 1907
Thomas Flyer that was driven by George Schuster who won
the World Race in 1908. The museum took the car out of its
exalted place and it led us in a parade through Reno. Since
our rally was in celebration of that famous 1908 race and Jeff
Mahl, the great-grandson of George Schuster was part of our
group; there was hardly a dry eye when we heard that old
engine fire up.
Of course there were other impressive memories too. Like the
evening the waitress spilled a shrimp cocktail down my back
in Indianapolis, the day the horse parade led us through Dodge
City, the morning Ed lost his key and just two minutes before
our start time found it on the running board. (Remember the
U.S. part of the rally was a timed event). Then there was the
day our GPS took us out of Warsaw, Indiana the wrong way,
and road construction that held us up twenty minutes outside
of Topeka, Kansas and, of course, various car breakdowns.
We have jackets from Michigan-which, by the way, we wore
for much of this cold, wet trip—club burgees, mugs, duffle
bags and other souvenirs, but most importantly we received
an out-reach of friendship. In addition to all the support we
received from clubs and individual Vintage VW aficionados,
when Mike Yeager, of Mid America Motorworks found out
about our trip, he hosted a luncheon for the entire rally group
as we passed through Effingham, Illinois.
The 1916 Studebaker was everyone’s favorite car, partly
because of the difficulty Dennis and Howard had driving this
open car in the terrible weather we faced. But it’s steering
failed and then the starter. Finally a failure of the modified
lubrication system left the crankshaft bearings high and dry,
and took the 1916 Studebaker out of the race before Reno.
Jack had to change the engine in his 1929 A Model three times
and Clay’s 1932 Ford V8 rode on a trailer when the rear axle
broke after leaving Gateway, Colorado. Stewball’s problems
were minor by comparison. We did replace the distributor and
front wheel bearings in Oakland. All in all, breakdowns are
part of long distance rallying and everyone took them in stride,
but we hadn’t yet hit the rough roads in Asia.
Many of you read on the blog that I put a fresh flower in my
bud vase each day and you greeted me with your State flower
or one from your area of the country. A living souvenir of
our meeting. I want you to know, I continued this practice all
across Asia and Europe, but I had to find my own flower each
morning, until the other racers took up the quest. The photo of
a new flower in my bud vase was posted on the blog each day.
While there are many stories to tell about our US crossing,
many of them are weather related. We had high winds across
much of the 3,000 miles, a tornado took the roof off the
airport in St. Louis Missouri the morning we left. A spring
snow storm blanketed South-east Michigan the morning we
departed Dearborn. We slogged through rain, fog, sleet, hail
and finally got caught in a snowstorm in the Vail Pass, but
we also were treated to breath-taking waterfalls and dramatic
scenery, especially in the west.
VVWCA
All the cars that left New York City made it to San Francisco.
Even the Studebaker was there for the end of leg 1, albeit on
a trailer. Everyone who would go to China was happy to have
the chance to make last minute repairs before loading and
shipping to Beijing.
11
September/October 2011
Volkswagen Event Approaches 20th Year
Photos by Michael Epstein
Every club, large or small and every organized event often
begins as a dream. Such was the case for the North West
Arkansas Volkswagen Association.
To this date, we have no idea how many years Michael
Mountjoy had dreamed of establishing the North West
Volkswagen Association. But we do know that had it not been
for his dream and his never ending commitment, this event
might not ever have happened.
Michael’s plan consisted of organizing a local Volkswagen
Club who would in turn, orchestrate an annual Volkswagen
event in the heart of Eureka Springs, Arkansas. Teaming up
with Dave Heilemann, Derrick and Barb Zimmerer, Brad
Trip, George Hixon and others … birth was given to an annual
Volkswagen Festival which is now quickly approaching its
twentieth anniversary.
Eureka Springs, Arkansas. Population 1,900. But yet, a city
large enough to host thousands upon thousands of visitors
every year. Often referred to as “America’s Victorian Village”,
Eureka Springs has deemed by Robert Ripley of “Ripley’s
Believe It or Not” as the 10 most unusual cities in America.
We’re sure you would agree that Robert most likely meant this
in a kind sort of way, as the people here truly have a heart of
gold and welcome you to their city with open arms.
While the population may have changed somewhat over the
years, visitors return time and again to rediscover the magical
charm this city has to offer. In the 19 years I have attended this
event, I’ve been fortunate to make new friends and reacquaint
myself with some ones. This year, Eureka Springs and the
Best Western Inn of the Ozarks played host to the 19th Annual
VW Festival. Three wonderful days of VW fun. With over
280+ cars in attendance, there wasn’t a moment to be missed.
If you’re planning to visit just one Midwest VW Festival, you
can’t go wrong with this one … to be held August 24, 25 and
26, 2012.
History tells us that Basin Spring is where the city literally
began in 1856. The spring here in Basin, Park discovered
by Dr. Alvah Jackson is claimed to possess special healing
properties. As such, the population of Eureka Springs grew to
more than 10,000 people by the end of 1879.
VVWCA
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September/October 2011
VVWCA
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September/October 2011
VVWCA
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September/October 2011
VVWCA
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September/October 2011
MIDWEST VINTAGE
Providing Expert Service to the
Vintage VW Community for over 30 years
“Dr” Darby
•
•
•
•
•
Milnor
847-417-5671
oldbugs@comcast.net
Restoration
Interiors
Parts
Service
Consultation
Located in Lake in the Hills, IL 45 Miles N/W of Chicago
Local and Long Distance inquiry’s welcome.
Home of the Baja Truck
See it online!
Bus & Beetle Parts
Engine Rebuilding
Over 500 Cars/Busses
823 Madison 3665 Kingston, Arkansas 72742
(479)-665-4126
www.wayoutsalvage.com
Vol 36, No 5
September/October 2011
Copyright 2011
VVWCA Inc.
website: www.vvwca.com
USA
New Membership .... $24.00
Renewals ...
$18.00
Foreign Memberships (EEdition only)
Membership/Renewal ...
$21.00
The VVWCA is a registered
non-profit organization. All
positions are volunteer.
VVWCA
Leadership Board President,
and all around busy guy:
Howard Query,
629 S. Mississippi Ave.,
Mason City, Iowa 50401,
641-421-0965,
burtonwood@vvwca.com
VVWCA
Membership Coordinator:
Russell Cordell, 1441 Forest
Street, Springdale, AR 72764
479-750-6380, (7:00 am to
4:00 pm CST M-F), membership@vvwca.com
Newsletter Editor,
Kimberly van Mourik,
Website: www.36-hp.com,
VVWCA_Editor@36-hp.com.
Historian:
Heinz Schneider, 2304 Via
Pinale, Palos Verdes Estates,
California 90274, 310-3737820, s.heinzo@verizon.net
Official Event Photographer:
Michael Epstein
mikenwuf@yahoo.com
Renewal and Membership
Info: Memberships and renewals should be received by
the 15th of the proceeding
month.
16
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For display advertising rates,
placement information, and
for classified ads submission contact: Howard Query,
VVWCA, PO Box 1842,
Mason City, Iowa 50402-1842,
(641) 421-0965 burtonwood@vvwca.com
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the editor: 500-699 words.
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Reprinting material: All material in the Vintage Voice is
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E-Edition
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September/October 2011
Having Fun Building Volkswagen Models and Restoring VW Die Cast Cars by Mike Epstein email: vdubs@kc.rr.com I love building models, it keeps off the streets and out of trouble. Though a lot of fun, in can be expensive depending on far you want to go with it. You will need a certain amount of supplies to get started. Paints, brushes, cutters/exacto knife, sanding sticks, glue, putty, and then the list can get really long and complicated and detailed. I must have no less than 100+ individual items for model building each with its own purpose. Some good books to read would be the Osprey Masterclass Armour Modeling series, Military Miniatures, Modeler’s Special Edition Guide to the Kubelwagen, Fine Scale Modeler Magazine and their Modeler’s Guide to Painting & Finishing, and if you’re doing Kubelwagen and Schwimmwagen models both WWP Kubelwagen in Detail and Schwimmwagen in Detail No19 and No35 are great reference books. Just remember to take your time and have fun! These are both 1/16th scale kits. The Kubelwagen is a Tamiya and the Schwimmwagen is the Eduard kit. Both have some weathering done to them Tamiya rub ob weathering color and pastels that I ground up and then misted the model then blew the powder on to the model, then when dry, I gave it a light coat of matte acrylic spray. These next three models are 1/35th scale by CMK of Poland. Nicely detailed for the simple models they are. They are all the same basic kit. The left one come with a solid top, the right one with a sunroof cutout and the middle come with the box that goes on the back and the top is cut accordingly, all other parts are the same. The left one could have been done the same as the right side one as it cam with both Japanese Counsel decals and Africa Corps decals, The sunroof model only came with Africa Corps decals and the Red Cross one also came with Reichspost decals but would have been painted a Panzer grey color. I love using and learning how to use the airbrush so I chose the Red Cross for more practice. This next one is the grand daddy of all kits, it’s the 1/9th scale Kubelwagen kit from Revell with over 500 parts. I had a little fun with this one by making my own spark wire tube and spare wires as well as gas lines from the firewall to the fuel pump and from the fuel pump to the carb for extra detail, what a chore. The door open as does the deck lid, the wheels turn with the steering wheel and the shocks actually work with spring loaded shocks. I’m quite proud at making the wood slats look like wood even though this kit did NOT come with the slats at all, what a crime, I made out of styrene plastic by looking at one of my reference books and figuring out how long they were and thick etc. Turned out really good too. VVWCA
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September/October 2011
This next model is another Tamiya 1/16th scale Kubelwagen but I made this one with the windows and the top up, I also give it a winter camouflage which I found in one of the modeling books then gave it a lot of mid. It uses the decals for the Winter of 1943 in Russia. The white wash was basically white pastel ground up them watered down and dry brushed on the model, then the mud was made the same way but added in clumps around the wheel wells and other spots it would have built up. Then once again matte spray to hold it all in place. Another trick I did on most of the models is to use a circle cutter and some shelf paper to make a mask for the windshield wiper areas before I put down the dirt and matte spray to give it the wiped looked. This next kit is by Dragon and is th
1/35 scale and contains a Kubelwagen and 2 officers, one is supposed to be Erwin Rommel. I combined this kit with the Tamiya Engine Maintenance Kit which includes a German solder working on the engine a spare engine and lots of goodies, workbench, spare tire etc. I built the model with the deck lid up so the soldier could be working on the engine and made it a diorama complete with sand and rocks made of latex from molds. Lots of weathering and in fact a little too much on Rommel and his officer. Next is a 1/35th scale inexpensive windup Kubelwagen kit with very few parts but made to look great with weathering and one soldier and a 1/72nd scale kit of a Kubelwagen and two officers looking a map which was also really fun do to. Can’t remember the manufacturer of either kits though. The rest of the photos are the die cast toys of 1/43 scale by Dinky and Corgi, both English toys made 1956‐1967. On all of these, I removed the bottoms of the oval window Dinky’s by removing the rivets. Then I removed the paint on the body and chassis and repainted them. Some I tried to use original colors, others I had fun with. I even did a two tone job on one and on three of them I manufactured my own split window out of them. One I did on Olive Drab for the occupation forces after WWII. One of them I bent the chassis just so then added oversized tires to the rear to give it a hot rod effect and a cool color. rd
VVWCA
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September/October 2011
On the Dinky Karmann Ghias, Type I and Type III, I even polished the plastic insert that is the windows to a nice clear shine like new with optical polish I use in my business. The Corgi busses I did the same thing to utilizing the VW Toberlone Chocolate Bus mostly because it has the Trans‐O‐Lite headlights. I painted some Dove Blue and others two tone. I even took the Single Cab and painted it Dove Blue and painted the red canvas cover Grey. There is one later Corgi Bus with lowered wheels and flame decals. I hope I’ve inspired you to take your model kits out of the closet and dress up those old Corgis and Dinkys you’ve got hanging around, its lots of fun and something to do on a rainy or snowy day. Mike Classifieds
RECOMMENDATIONS: Start your advertisement with the name of the item
you’re selling. Be sure to include the price and your phone number or an email
address. Please do not use abbreviations. Your item will sell fasted if you
clearly indicate the condition of the item
COST: Members receive 2 free classified ads. Limit of two per issue. Nonmembers: $10.00 . Each ad will appear in two issues of the Vintage Voice.
MAXIMUM LENGTH: 75 Words
PHOTOGRAPHS: 1 photo per advertisement please. Photos cannot be returned.
LIMITATIONS: Ads are published on a space available basis. Copy submissions
must be typed or legibility hand written. ONLY VW parts, cars, toys or literature
will be accepted. No cars for sale newer than 1982 can be accepted. VVWCA
accepts no liability relating to the purchase of an advertised item.
ADVERTISING DEADLINE: All advertisements must be received prior to the
10th of the Jan, Mar, May, Jul, Sep, Nov for the following newsletter.
SUBMIT YOUR AD TO: VVWCA Vintage Voice, c/o Kimberly van Mourik,
PO Box 1472, Nederland, CO 80466-1472
Wanted
Pre 1969 ½ Karmann Ghia cabriolet top frame. Complete frame, nuts,
bolts and any fabric. Heavy & bulky so you arrange transportation from
central Wisconsin. $350.00. John Benz. 920-787-4940. HYPERLINK
“mailto:campwaushara@hotmail.com” campwaushara@hotmail.com.
VVWCA Newsletters from 76 through 81 and 84 through 87 so I can
make a comprehensive history of the VVWCA for our website. Would
be willing to pay all shipping costs. Contact me at HYPERLINK
“mailto:vvwca@att.net” vvwca@att.net or 913-831-6225. My address
is also listed under the Chapter Reps for the state of Kansas on our
website. Thank you, Mike Epstein.
Looking for a 1957 Speedometer or repair shop. I can be reached at
Rodney Sweet, 259 Godfrey Road, Mystic, CT 06355. rodcsweet@att.net
Patches, Pins, stickers, decals for sale. 99% VW related. Prices start at
$1.00. 100 mil gas tank, in box and ready to ship. Koch resto. $275.00
Condition 1-10: a good 10. After forty five years , it’s time to unload. If
it’s VW Vintage, I’m sure I can help you. Call & let’s chat. All items &
shipping. Call Phil Weiner. 305-552-0982. Willing to part or sell it all
cheap. (July-August 2011)
Parts and Such for Sale
Cars Sale
1956 VW 113 Sedan. Older resto. Lacquer paint. Black. Sec. acc.,
maintained turn key car. Nothing to do except drive and enjoy. $19,500.
Contact Phil (Hotdog) Weiner. If faxing (same number) call first. 305552-0982.
1962 Camper. Solid Steel submarine pop up hatch. All original front
and side snap on curtains. Tent, closets, fridge … it’s all there. Never
was undercoated. Zero rust. Never in snow or rain. Engine totally
redonce. Two tone factory green. Could honestly stand a repaint, but
still looks great. Even has dealer metal bar cups in bar closet. Pamplets
and brochures. More info? Jim Puff. Mahopac, NY. HYPERLINK
“mailto:berlinbug@aol.com” berlinbug@aol.com. $23,300.00 firm.
1961 VW Beetle. Completely restored. L-380 Turquoise, many first
place trophies. Runs and drives perfect. Call for details. $8,800.00.
Ralph Johnson. 302-220-6322. Bear, Delaware.
1949-1952 round taillights, needs restored, $500 plus shipping.
Hebmuller original door glass including frame, $500 plus shipping.
Terry Schuler. 814-243-8859.
A complete VW Hobby. 1946 VW Model. New & used parts. Model
cars. A VW Library. VW factory parts books. 3 cars for parts. Special
tools. 860-868-2568. Everything VW related – one price. $15K OBO.
Garth Collins. Marble Dale, CT.
1952-1982 VW Factory Shop Manuals.: $29.95-$99.95. Aftermarket
VW shop manuals (6 different publishers): $9.95-$34.95. 54-79 VW
Restoration Manual $37.95. Alex Voss, 4850 37th Ave So., Seattle WA.
98118. Tel: 206-721-3077 toll free 888=380-9277.
VVWCA
1968 Beetle. White with black interior. Needs nothing. Comes w/
detachable tow bar. 207-460-3375. (Me.) Kenneth Taplin. ktaplin@
gwi.net. $5000.00. (July-August 2011)
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September/October 2011
Notes To The Corner Office
My friends at Way Out Salvage in Kingston, AR. Have
always told me to start tracking back the problem from the
most common root of what could be the issue. So, I started
at the battery and traced the connection to the starter.
Everything appears OK. I work from there to the generator
and find I’ve got a good connection. I’ve now decided to
track the electrical connection from the generator to the
fuse box. Here’s where I begin to become a bit disturbed
because I can’t find a live circuit. I’m stumped. So, I call
Danny Hostells at Way Out Salvage. As I’m explaining
the situation, he casually asks me whether I’d checked the
headlight switch?
Hi Howard,
I read your Bus electrical story in the latest VV - “out of
sight, out of mind?” However, after all of your wiring
polishing operations, there’s one thing you didn’t mention
that might improve things even more. If you have access to
the VV “Archives” back 20 years or so, July and November
1991 to be exact, you will find something I wrote as a
consequence of measuring only 4.5 of the 6 volts my ‘63
Beetle should have had at its headlights when I acquired
it. If you don’t have the old issues, the basic point was that
all of the little push-on connectors only maintain a perfect
connection to the wire they are crimped on for some time,
but then corrosion sets in there also. My solution was to
solder each one to its wire, using a liquid flux that will flow
into the crimp, and that doesn’t leave its own corrosive
residue - Sta-Clean was my choice (it’s a great solder flux
for all sorts of other things also).
Headlight switch? What the (*&^% does the headlight
switch have to do with this? Here’s what I’d found. It seems
that VW felt it necessary to run the primary power lead
from the engine to the headlight switch first. All power
is disbursed to the fuse panel and elsewhere from there.
So, I bought a new headlight switch from our supporters.
I installed it along with new connectors and … my ’58
started perfectly.
If you measure headlight voltage to see if this might still
be needed after your other work, don’t overlook the fact
that a resistance only causes a voltage drop when current
is flowing, so the measurement at the headlight has to
be made with the light on. It’s basic electricity, but not
everyone has had the opportunity to learn it. If you pull the
connector off the headlight so there is no current flowing,
your voltmeter will probably read the same as it would by
measuring the voltage directly at the battery terminals.
Greetings!
I renewed my membership today and that reminded me
that I had some photos to share with you. The VW toy
pictures were taken this summer while visiting my relatives
in England. We went up to the Bressingham Gardens and
Steam Museum. They had quite an impressive collection
of steam engines, rail cars and even WW2 pieces. I was
quite surprised to see an extensive toy display and very
I never looked into the wiring of the bus we used to have
(ours was a ‘70), but in the Beetle it’s quite accessible. I
can’t remember if the Buses of your age have a way of
opening the dash so you don’t have to work on the floor
and looking up - good way to drop hot solder in your eye!
A small soldering iron with a chisel tip will fit very nicely
at the end of the wire and also heat the connector for a
good solder joint. Just be sure to pull the connector off its
terminal first so you don’t join them permanently.
Milford Brown
Director’s Note:
Great input! Thanks. In fact, I’m going to look up this
column and will probably reprint it in an upcoming issue
very soon. Here’s a side note concerning my ’58 Beetle. I’d
driven it a lot over the past couple month and have enjoyed
it thoroughly, but one evening lost all electrical power.
My headlights and windshield wipers stopped dead in their
tracks. My headlights shut off. I had no power whatsoever.
So, what’s a man to do when he’s stranded? He calls his
wife for help. She came to get to get so that I could return
with tow bar and tool in hand. Once I got it home, I worked
on this car for day and couldn’t figure out the problem.
Pulled the battery to find out it was more than 12 years old.
So, I bought a new one. I’d installed it and it still handed
fixed the problem. NO POWER.
VVWCA
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September/October 2011
excited when I spotted these vintage VW’s and vintage
Thunderbirds model which was a show I loved as a kid.
Nothing quite like a museum full of toys to bring the
memories rushing back eh?
The Karman Ghia pics were taken near where I live in Port
Angeles Washington (state). I always keep an eye out for
interesting VW’s and spotted this nice one at a 2nd hand
shop I frequent.
I also am writing up an article to send you about my 57
beetle project. I need to get a few nice photos of it but will
send that to you soon.
Thank you for all your work with the club and your letters
in the vintage voice. I feel bad for not sending in very many
submissions and hope to make up for that this winter.
Cheers!
Curt White
ctx26531@centurytel.net
Forks WA
Director’s Note:
Thanks for sharing. I’ve been to Bressingham Gardens
myself … many years ago. We would love to see photos of
your ’57 project. Please share as soon as you can. Howard.
VVWCA
21
September/October 2011
The Historian’s Corner
By Heinz Schneider
The Volkswagen Brasilia
During the sixties the Volkswagen research and development department in
Germany worked on a number of different prototypes to replace the Beetle, all
under the development order number EA 97. One of these, after it became too
heavy to be considered a Beetle replacement, received a 1500cc engine and was
introduced in 1961 as the 1500 in Europe and two years later as the Fastback and
Squareback in the US. Besides the 1500, also known as the Type 3, another car
had been developed as a Beetle replacement. This was advanced enough to be
actually ready for production. 200 pre-production cars had been built. Again it
turned out that this car was also too heavy to replace the Beetle. In order to save
their investments, all manufacturing tools were sent to Brazil. There, after a few
cosmetic changes it was introduced in 1968 as a four door Type 3. This car is
mentioned here because over the years many have confused this particular car with
the Brasilia, a car that was introduced in 1973 and is the subject of this article.
The Brasilia was the brain child of Rudolf Leiding; the head of VW do Brazil since
1971. He would later become CEO of Volkswagen in Germany. While in charge of
Volkswagen do Brazil in 1971, Leiding decided that Brazil needed a larger car as
the Beetle and a better looking one too. The Brasilia was introduced as a mini-van
in Brazil because by Brazilian law such vehicles were taxed at a lower rate.
In my opinion the Brasilia, as it was introduced in 1973 in Brazil, should have been
put in production and sold everywhere else as a parallel car to the Beetle. It had
more modern lines and more luggage space and unlike the Type 3 used more regular
Beetle parts. It did not have the complicated front axle of the Type 3. Neither did
it have the pancake engine. The engine used was a regular upright one with the fan
shroud squared off to reduce its height. The rear of the Brasilia had the old swing
axle with a factory installed camper compensating spring, like the one that was
introduced in 1967 for the Beetle. Except for a few four door models, used for taxi
service in Rio de Janeiro and for export to Nigeria, all Brasilia’s were three door
hatch backs. The hatchback models had the advantage that they could be loaded
from the rear. It used a low compression 1600cc engine. The Brasilia was an instant
success in Brazil with its best year being 1975 when over 126 000 were sold.
VVWCA
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September/October 2011
Eventually total sales reached over one million by 1982.
Starting in 1978 it was also available with a dual carburetor
engine using alcohol. The great success of this car clearly
showed that Volkswagen buyers were willing to buy other
cars than just the Beetle if such a car was available.
and the Golf, spelled the end for the Brasilia.
As a go between the factory and the VW dealers, I was
involved with the many problems this car had especially
with water entering the passenger compartment. Designed
in Brazil, while it looked pretty good, the body had many
shortcomings caused mainly by the way the individual
body panels were overlapped, making it difficult to seal
all the seams properly. Not many of these cars survive in
Brazil or in Mexico because of their inherent extensive
corrosion problems. The Brasilia is hardly known in the
rest of the world even though a total of over one million
were built. Occasionally one shows up at car shows here
in the US. I have often wondered and never figured out
how these cars were legalized here in this country.
In 1974 Volkswagen de Mexico and Volkswagen do Brazil
signed an agreement to exchange parts for its cars and as a
result CKD kits of Brasilia bodies were sent to Mexico and
whole cars assembled there using 100% Mexican Beetle
mechanical parts including suspension components. I am
very familiar with the Mexican Brasilia because I worked
for VWM during that time. Between 1974 and 1982, 72
377 Brasilias were assembled there. The introduction of the
water cooled cars in Mexico and in Brazil, like the Passat
Volkswagen Do Brazil
Desperate to earn foreign currency, especially dollars,
Heinz Nordhoff head of VW since January of 1948, in
April of 1949 took his first trip to the US after WW2 in an
attempt to sell Volkswagens to Americans. A first attempt by
the Dutchman Ben Pon earlier in January of the same year,
bringing in the first officially imported Volkswagen to the
US, ended in a complete failure. Nordhoff came with the
second officially imported Volkswagen to the US. The car
was to be exhibited in a New York German Industry trade
fair sponsored by the US government. The idea behind
the fair was to encourage German exports in order for that
country to become self sufficient. At the time Germany was
heavily dependent for its survival on food subsidized by the
victorious Allies. This second attempt by Nordhoff ended
like the first one by Pon, nobody showed any interest.
politics, there were many obstacles to overcome and it
took until March 23 of 1953 to assemble the first Beetle
in a small shed outside the city of Sao Paulo from 100%
German parts. For the next 4 years 200 workers assembled
2 820 cars using German parts. This was not enough for
the Brazilian Government and its president financially
supported the building of new Volkswagen factory. In
return Volkswagen promised to use more Brazilian made
parts. The first VW was finished in the newly built factory
by September 1957 was a Transporter. It already had 50%
Brazilian made parts. Full Beetle production started at the
new factory in 1961. By that time local contend had reached
95%. Demand for Volkswagens was huge and by 1976, 2
million Beetles had been built and sold.
Not much is known about the Brazilian Volkswagen story
outside of Brazil. The main media completely ignored
what was happening in Brazil. It may surprise many that
Brazil was for many years the most successful Volkswagen
assembly plant outside of Germany and the largest
private manufacturer in South America. In the sixties and
The trip by Nordhoff to the US was however not a
complete waste. While going to Detroit and trying to
interest Chrysler into selling Volkswagen in the US, a
Chrysler executive named Jose Thompson, a Brazilian,
was looking for cars to sell in Brazil. Nordhoff wasted
no time and went to Brazil. After discussing a deal with
Nordhoff, Thompson became convinced that the VW was
the ideal car for Brazil. Brazil was a big country with few
good roads and most of the existing roads were not paved,
mostly gravel, perfect conditions for Volkswagen. To bring
Volkswagens to Brazil a Brazilian company was formed
owned 80% by VW and 20% by a local entrepreneur.
As is the case in many third world countries, because of
VVWCA
23
September/October 2011
The Historian’s Corner
continued
seventies Volkswagen do Brazil reached a
75% market share in Brazil. By the time
Beetle production ended in 1972, after 27
years, 9 months, and 28 days an astonishing 3
331 339 were built there. VW do Brazil also
exported complete cars as well as many CKD
kits to about 50 mostly South American and
African countries, while transmissions and
chrome wheels were exported to Germany
and Mexico.
the original Volkswagen Beetle in Brazil with over 5.7
million sold. Anybody who has visited Mexico may have
seen it where it was sold under the Pointer name. It was
also sold at times in Russia and Iran. Another car from
Brazil was the Brasilia. This is a car I am very familiar
with because it was sold in Mexico for many years and
was fairly successful. Unfortunately there were also
many problems associates with it, which will be covered
in a separate article. The Brazilian built SP2 sports car,
covered some time ago in the Vintage Voice, the VVWCA
newsletter, was very attractive. It was the wrong car at
the wrong time. It was introduced at a time Volkswagen
started to switch all of its engines from air-cooled to
water-cooled ones.
Such an impressive success allowed VW do Brazil the
liberty to even develop its own models using the original
corporate air cooled engine and transaxles at the rear.
Indeed, while Beetles sold in Brazil were not always
updated to the latest Wolfsburg versions, a great number
of other Volkswagen variations were introduced in Brazil.
At times 1 500 engineers were working on developing new
cars. Here are just three of these air-cooled ones mentioned,
the Brasilia, the Gol and the SP2 sports car. The Brazilians
even built a distinct looking version of its popular sporty
Karman Ghia, the TC. The Transporter also played a major
role right from the beginning and is another interesting
story. At first the original 1950 model was built but it was
later upgraded by using the newer front end with the larger
windshield of the T2, by many in the US called the bay
window version. While using the larger windshield and
front doors the rest of the T2 like the body and mechanics
were left alone until December 22nd 2005. The Brazilian
made Transporter had the distinction of having been the last
Volkswagen product to use an air-cooled engine. Because
of pollution regulations an inline water cooled engine from
the Golf/Passat model were installed from that year on. VW
do Brazil was able to install this water cooled engine into
the T2, bay window Transporter and sold it as such also in
Mexico and other countries for many years.
For many years Volkswagen de Brazil used the standard
Volkswagen air-cooled engines in its many well-known
variations, like the well known 1200cc / 1300cc /1500cc
/ 1600cc ones. These were used interchangeably for all
models and mimicked the displacements used everywhere
else in the world. Some engines had two carburetors
and some did run on pure alcohol. Some engines had
completely different cylinder heads with angled valves.
And as I have mentioned the first Gol model had its air
cooled engine in front driving the front wheels.
The political situation in Brazil, the frequent changing
governments and its presidents, the ever changing policies
and the extreme fluctuation of the Brazilian currency over
the years made it very difficult to do any kind of planning,
which also affected Volkswagen in a major way.
One interesting episode came about as a result of the
Government practically forcing Volkswagen to invest
some of its profits in a 350 000 acre cattle farm. After
cutting down big swaths of rain forest, Volkswagen hired
a very capable Swiss agronomist and built the most
advanced slaughter house in Brazil. As such projects go;
Volkswagen lost hundred of millions and finally had to get
rid of this folly.
Of all of these Brazilin models the early Gol is perhaps the
most interesting one. Because at first it started out with the
air-cooled Beetle engine mounted in front, driving the front
wheels. Later it received an 1800 cc water-cooled Audi
engine, installed lengthwise. In this version it was even sold
in the US from 1987 to 1993 as an entry level car under the
name Fox. Unfortunately this car did not increase the image
of Volkswagen as a builder of quality cars. The Gol is still
being built today even though it is now much different
from its earlier days it is the most popular car sold in Brazil
today. In its different versions it has by now even outsold
VVWCA
24
September/October 2011
Bad Camberg
2011
Edition is Done
T
his is done, the Bad Camberg 2011 edition is
gone. First time I was there. I left Canada on June
14 to spend some time visiting the old castles
called burgs before the event. There are many of them and
at different stages of their life: this is really something to
see. Also in the area of Gemund Schleiden there is the
fortress Hitler used to train his army for sports, education
and everything else : very impressive, very tall and what a
view from the top of the tower at 50 meters above ground
and 172 steps to get there.(www.vogelsang.ip)
Bad Camberg holds its 1000 years in 2011, small town but
how clean. Nobody wants credit card as payment! Only
cash and it is real for all towns we visited, all visits, all bars,
restaurants etc…a lot different from America. As tourism offer
is not developed yet you have to speak German in most small
towns but English can be used in major towns especially with
younger people, but sadly not a lot of French speaking people
even though they are near from Belgium and France.
selling a book about his car life and him and his wife. Sadly
it was in German, next time may be if I learn to speak.
As we left Canada soon I did not know there was a meeting
in the tent to meet other Samba enthusiasts, but I have
spoken with a Phoenix VW enthusiast exchanging few words
about the nice weather: Saturday it rained cats and dogs but
Sunday was better but people left for the ride to an old burg
(castle) or going back home, people came from everywhere,
Italy, Mexico, England and many other countries.
The VW car exhibit and the flea market were really
something to see. What time spent there only VW stuff and
many old parts, the city I come from does not hold event like
that, I usually am the only one with an oval window beetle,
sometimes we have a gentleman with a split beetle.
I never saw so much oval cars and split beetles there, all
years, all conditions. And what about special body cars as
Papper, Heb Coupe, cars we thought never seeing.
There were a lot of samba busses and some rare ones.
Don’t forget you will have to get used to drinking beer at
breakfast, they do. I understand them they have good beers
and a lot of brands. Guys try to get to Heissich Oldendorf
in 2013 I heard it is something different but unique: cars are
parked in streets and they own the place for the event.
The 1938 beetle was something to see after reading all about
in on thesamba, but you should have seen the 1942 Beetle
bought in 1955 by a german man, he still owns it. 700,000
km on the clock and 400,000 for the redone engine. He was
VVWCA
Yves Voyer from Canada
57 original oval beetle and KGhia 71 Convert
yvoyer@hotmail.com
25
September/October 2011
The Long Road to Paris
Inspired by Actual Events
by Ed and Janet Howle
Xlibris (332pg), ISBN: hardback: 978-1-4568-1859-3, Paperback: 978-1-4568-1858-6
E-book: 978-1-4568-1860-9, www.thelongroadtoparis.com, Kirkus Media Reviews
“Best in 2011”
Looking for a great gift for a VW aficionado or anyone who simply loves suspenseful
thrillers and is on your holiday shopping list? Half international intrigue, half love
story, The Long Road to Paris, with its many twists and turns, is a fast-paced read that
features a 1967 VW Beetle in an around-the-world race.
Kirkus Media Reviews lists The Long Road to Paris in their “Best for 2011” and has written the following review of this
debut novel by club members, Ed and Janet Howle.
“Driving a Volkswagen Beetle with an alterative engine-technology, an engineer races from New York to Paris and tries to
outwit those bent on stealing the car.
Ed Talbot, engineer and owner of a fledgling alternative testing company, has just been offered an intriguing opportunity.
German scientist Dietrich Otto has developed a revolutionary engine-technology that could severely impact the world’s oil
dependency. To gauge its effectiveness, Dietrich puts the invention into a 1967 VW Beetle and contracts with Ed to drive it in
a car rally from New York to Paris. Ed agrees, though he’s uneasy about Dietrich’s almost pathological secrecy. Unease turns
to full-fledged dread when Ed’s business partner is murdered and the FBI starts getting nosy. Someone has a huge interest in
Dietrich’s invention, but who is it? Ed wants to back out, but breach of contract carries a heavy price, so he takes the wheel.
He’s paired with expert navigator Marie-Claire Levieux, a gorgeous, mysterious Frenchwoman who carries a potentially
devastating secret. Soon, Ed feelings for Marie-Claire aren’t in keeping with a married man, but once they’re on the great
Trans-Siberian highway in Russia, romance is the last thing on his mind. Another murder, a nearly fatal attack and sabotage
make the rally a race to survive. More than one country wants Dietrich’s technology either to develop or destroy, and Ed is
smack in the middle with only Marie-Claire to trust. The Howles, themselves experienced rallyists, have done a remarkable
job recreating the day-to-day challenges of an around-the-world race, and their intriguing, behind-the-scenes details add
a rich, delightful layer to the story. In a time of record-high gasoline prices, the plot raises intriguing questions about the
world’s love affair with oil, but, thankfully, the message isn’t heavy-handed. It’s Ed and Marie-Claire’s witty banter, quick
thinking and dedication to the race—and each other—that make this read so enjoyable. Though some plot resolutions are
too convenient, it doesn’t detract from the fun-filled ride. Fast cars, fast women and fast thinking comprise this solid, utterly
entertaining thriller.”
Car Guys Vs. Bean Counters
The Battle for the Soul of American Business
By Bob Lutz. Published in 2011 by the Penguin Group USA Inc. Hardcover, 241 pages and 20 mostly
color pictures. ISBN 978-1-59184-400-6
The 79 year old Robert Lutz has been places. Born in Switzerland he came to the US as a seven year
old. Returned with his family to Switzerland but came back after ten years. Attended UC Berkeley
and joined the Marine Corps and became a fighter pilot. Joined General Motors in Europe and later
went to BMW in Germany. After BMW he took a top position at Ford in Germany, at Ford Europe
VVWCA
26
May/June 2011
in London and from there he went on to Ford International in Detroit. From Ford he
went to Chrysler for 14 years, where he and Lee Iacocca with the help of a generous
government loan, rescued this company from going out of business. After Chrysler
he went back again to General Motors for 9 years helping to straighten out their
atrocious model mix. General Motors was building the most uninspired cars at the
time and only stayed afloat because of their successful truck sales. He used Audi
and Lexus cars as an example in an attempt to inspire GM personal to improve the
appearance and quality of their cars. Having spent 47 years in the Automotive Industry,
Lutz retired from GM in 2010 but was rehired in 2011 as a consultant.
Very handsome and speaking three languages fluently, French, German, English, four, if
you count Swiss German as a language. Besides that, it is said that he can communicate in
Italian. With all of these credentials and his good looks he obviously had not problems with
women and with moving at the highest echelons of corporations. He is a man who has a lot
to say and he says a lot in the two books he has written. Besides the one reviewed here, he
also wrote “GUTS”, ISBN 0-471-46322-1, where he explains his 8 laws that should guide a
successful business based on his experiences at Chrysler. I have read that book too but think this
one reviewed here maybe of more interest to our Vintage Voice readers. I had to read it after reading some
excerpts in the Wallstreet Journal and in Automotive News, where he was quoted calling Ferdinand Piëch
of Volkswagen fame, a highly skilled autocrat and how he is running Volkswagen with an iron fist.
Obviously he thinks Ferdinand Piëch to be a tough car guy just as he considered himself to be. Car guys
are the ones who a constantly struggle with bean counters, who, according to Lutz have no understanding
what it takes to built a successful car. Lutz takes pride in having over the years been involved with some
very successful cars. The Ford Sierra in Europe, a car that inspired the very successful original Ford
Taurus here. Also the Ford Explorer, the Chrysler minivan and Viper are cars that he had influenced.
If I remember correctly the Ford Explorer and Chrysler minivans, in their heydays, were bringing in
about $10,000 profit per unit to their respective companies. A profit only the Porsche Company and
Mercedes-Benz were able to achieve in their best days.
Lutz tries to explain the reasons why for so many years the entire US car companies have been in such
a mess. One was the financial commitments they had made over the years to their workers that eventually
became due and put these companies in a financial bind. Having not enough financial resources, the bean
counters did not allow for enough money to develop new products. The cars that were actually developed by
incompetent people were uninspired and outclassed by Japanese made products.
Lutz found more culprits to blame as the cause for the car companies sufferings. He blames the media
and the government as partially responsible for their miserable situation. Especially the media receives
a lot of criticism. He points out that the snobs of the media had for years nothing positive to say
about American built cars. At the same time many politicians tried to gain profile, grandstanding by
constantly attacking the auto industry without suggesting any solutions except recommend cars that
the people would never buy. The constant implementations of restriction by the government were
and are of no help. Lutz mentions a car industry insider’s talk about the Pelosi Special, the Pelosi
GTix SS/RT Sports Edition, developed by Congressional Motors for 100 billion dollars. You can look
it up on the internet.
At General Motors Lutz was the responsible to develop cars that the public wanted. Many of
these cars are coming on line now and he is credited for being vital for the revival of GM from
bankruptcy. The electric car Chevrolet “Volt” is one of his creations there.
This book mainly deals with General Motors but also with the other companies Lutz had worked for
and about the poor state American business is in. It confirms a lot of what I experienced myself. Large
companies in most cases became complacent after initial successes. The many layers of incompetent
managers and officials at these companies caused them to become just as bad and as inefficient as
government. It is individuals with strong personalities and guts who can break through this entire
mambo jumbo to bring a car company back to success. Lutz is proof of that and so is Ferdinand Piëch at
Volkswagen.
VVWCA
27
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